Regenerative energy system for ground transportation vehicles

ABSTRACT

Present example embodiments relate generally to a ground transportation system for interacting with one or more vehicles, the vehicle comprising at least one magnetic element fixedly attached to the vehicle, each magnetic element operable to generate a magnetic field having a first magnitude and a first direction, the system comprising a magnetic coil assembly fixedly positioned near an area traversable by the vehicle and comprising a core and a magnetic wire coil wrapped around the core, the magnetic coil assembly operable to generate a magnetic field having a second magnitude and a second direction; and an energy storage unit operable to release energy to and store energy from the magnetic coil assembly.

TECHNICAL FIELD

The present disclosure relates generally to ground transportationvehicles, including those for use in fixed, variably fixed, and unfixedroutes, such as trains, roller coasters, and other ground transportationvehicles.

BACKGROUND

Ground transportation vehicles, including those that operate on theground and above or under the ground (examples include those that travelin, on, and/or through roads, bridges, rail systems, tunnels, water, andlevitated above ground such as MagLev trains) (hereinafter “groundtransportation vehicles”), are used in a multitude of applications basedon, among other things, user requirements, budgets, and intended oranticipated use. As such, ground transportation vehicles will comprisefundamentally distinct underlying technologies.

Automated and semi-automated ground transportation vehicles aregenerally used in applications that require transporting of cargo and/orpersons along one or more fixed or variably fixed routes. For example,trains have been widely employed for use in transporting cargo and/orpersons between two or more points, such as stations, along fixed orvariably fixed routes. Oftentimes, the route of ground transportationvehicles are formed in a closed-ended or open-ended manner so as toreturn the ground transportation vehicles back to the same point oforigin. In such applications, the ground transportation vehicles alongsuch routes may stop at one or more points in between the point oforigin, or may not stop at all. For example, public commuter trainstraverse fixed routes and make frequent stops at and/or in betweensubway stations along their routes. Much larger and heavier cargo trainsalso travel along fixed or variably fixed routes and may make frequentplanned and/or unplanned stops, such as to pick up or unload cargo andat traffic signals. High-speed magnetic levitation (MagLev) trains,which utilize magnetic levitation to levitate, move, and direct trainsat very high speeds and acceleration, are becoming increasingly used inmany parts of the world, including North America, Europe, and Asia.Rollercoasters are an example of very fast ground transportationvehicles used in transporting persons back to the same point of origin,although such transportation generally involves much higheracceleration/deceleration and greater elevation changes, and areintended for a different purpose—thrill from the speed, high elevationdrops, and quick and abrupt stops.

Differences between the various types of ground transportation vehicles,such as those described above, include the fundamentally distinctunderlying systems and methods used to operate the vehicles, rate ofacceleration, top speed, rate of deceleration, and overall mass of thecollective vehicle. On the other hand, commonalities between thedifferent types of ground transportation vehicles include thesignificant amount of energy expended to operate the vehicles, includingstarting, accelerating, decelerating, and stopping.

Despite recent advances in energy efficiency of ground transportationvehicles, including those pertaining to starting a vehicle from astationary position, accelerating a vehicle, and maintaining speed of amoving vehicle, it is recognized herein that the operation of certainconventional vehicles can be improved, and overall energy consumptioncan be substantially reduced as a result.

SUMMARY

Present example embodiments relate generally to a ground transportationsystem for interacting with one or more vehicles such as the cars of arollercoaster, where at least some of the vehicles comprise at least onemagnetic element fixedly attached to them. These magnetic elements areoperable to generate a magnetic field having a first magnitude and afirst direction relative to the vehicles' motion.

Along the system's path, such as at points along a track for trains androllercoasters or at other areas such as intersections, turns, inclines,declines, and traffic lights, the magnetic elements on the vehiclesinteract with one or more fixedly positioned magnetic coil assembliesfixedly positioned near the path or other area traversable by thevehicle. Such fixedly positioned magnetic coil assemblies comprise acore and a magnetic wire coil wrapped around the core, the magnetic coilassembly operable to generate a magnetic field having a second directionrelative to the vehicles' motion.

Further included in the described ground transportation systems are oneor more energy storage units operable to release energy to and storeenergy from the fixedly positioned magnetic coil assemblies. Thevehicles are accordingly operable to accelerate when the vehicles areproximate to a magnetic coil assembly and when the energy storage unitreleases energy to the magnetic coil assembly to generate thesecond-direction magnetic field. The vehicles are further operable todecelerate when the vehicles are proximate to a magnetic coil assemblyand when the first-direction magnetic field causes the magnetic coilassembly to generate the second-direction magnetic field.

In another exemplary embodiment, a ground transportation system isoperable to interact with vehicles that include at least one magneticelement fixedly attached to the vehicle. The magnetic element of thevehicle is operable to generate a magnetic field having a firstmagnitude and a first direction. Along the system's path, such as atpoints along a track for trains and rollercoasters or at other areassuch as intersections, turns, inclines, declines, and traffic lights,one or more fixedly positioned magnetic coil assemblies are fixedlypositioned near the path or other area traversable by the vehicle. Suchfixedly positioned magnetic coil assemblies comprise a core and amagnetic wire coil wrapped around the core, the magnetic coil assemblyoperable to generate a magnetic field having a second direction relativeto the vehicles' motion.

Further included in the described ground transportation systems are oneor more energy storage units operable to release energy to and storeenergy from the fixedly positioned magnetic coil assemblies. Thevehicles are accordingly operable to accelerate when the vehicles areproximate to a magnetic coil assembly and when the energy storage unitreleases energy to the magnetic coil assembly to generate thesecond-direction magnetic field.

In another exemplary embodiment, a ground transportation system isoperable to interact with vehicles that include at least one magneticelement fixedly attached to the vehicle. The magnetic element of thevehicle is operable to generate a magnetic field having a firstmagnitude and a first direction. Along the system's path, such as atpoints along a track for trains and rollercoasters or at other areassuch as intersections, turns, inclines, declines, and traffic lights,one or more fixedly positioned magnetic coil assemblies are fixedlypositioned near the path or other area traversable by the vehicle. Suchfixedly positioned magnetic coil assemblies comprise a core and amagnetic wire coil wrapped around the core, the magnetic coil assemblyoperable to generate a magnetic field having a second direction relativeto the vehicles' motion.

Further included in the described ground transportation systems are oneor more energy storage units operable to release energy to and storeenergy from the fixedly positioned magnetic coil assemblies. Thevehicles are accordingly operable to decelerate when the vehicles areproximate to a magnetic coil assembly and when the first-directionmagnetic field causes the magnetic coil assembly to generate thesecond-direction magnetic field.

In another exemplary embodiment, a method is described for recoveringenergy from a moving ground transportation vehicle. The method includesa moving vehicle generating a first magnetic field having a firstmagnitude and a first direction. The first magnetic field of the movingvehicle induces an electric current and a second magnetic field having asecond direction in a magnetic coil assembly. In this embodiment, themagnetic coil assembly is fixedly positioned at a stationary pointwithin an area traversed by the vehicle. The magnetic coil assembly isoperable to convert the induced electric current into energy storable inan energy storage unit.

BRIEF DESCRIPTION OF THE DRAWINGS

For a more complete understanding of the present disclosure, exampleembodiments, and their advantages, reference is now made to thefollowing description taken in conjunction with the accompanyingdrawings, in which like reference numbers indicate like features, and:

FIG. 1 is an exemplary embodiment of a system for energy regenerationcomprising a ground transportation vehicle, magnetic coil assembly, andenergy storage assembly;

FIG. 2A is an exemplary embodiment of a magnetic coil assembly andenergy storage assembly;

FIG. 2B is an exemplary embodiment of a magnetic coil assembly andenergy storage assembly;

FIG. 3A is an exemplary embodiment of a magnetic coil assembly andenergy storage assembly;

FIG. 3B is an exemplary embodiment of a magnetic coil assembly andenergy storage assembly;

FIG. 4A is an exemplary embodiment of a system for energy regenerationcomprising a ground transportation vehicle, magnetic coil assembly, andenergy storage assembly;

FIG. 4B is an exemplary embodiment of a system for energy regenerationcomprising a ground transportation vehicle, magnetic coil assembly, andenergy storage assembly;

FIG. 5 is an exemplary embodiment of a system for energy regenerationcomprising a ground transportation vehicle, magnetic coil assembly, andenergy storage assembly;

FIG. 6 is an exemplary embodiment of a system for energy regenerationcomprising a ground transportation vehicle, magnetic coil assembly, andenergy storage assembly;

FIG. 7 is an exemplary embodiment of a system for energy regenerationcomprising a ground transportation vehicle, magnetic coil assembly, andenergy storage assembly; and

FIG. 8 is an exemplary embodiment of instrumentation operable to measureacceleration.

Although similar reference numbers may be used to refer to similarelements for convenience, it can be appreciated that each of the variousexample embodiments may be considered to be distinct variations.

DETAILED DESCRIPTION

Example embodiments will now be described hereinafter with reference tothe accompanying drawings, which form a part hereof, and whichillustrate example embodiments which may be practiced. As used in thedisclosures and the appended claims, the terms “example embodiment,”“exemplary embodiment,” and “present embodiment” do not necessarilyrefer to a single embodiment, although they may, and various exampleembodiments may be readily combined and interchanged, without departingfrom the scope or spirit of example embodiments. Furthermore, theterminology as used herein is for the purpose of describing exampleembodiments only and is not intended to be limitations. In this respect,as used herein, the term “in” may include “in” and “on”, and the terms“a,” “an” and “the” may include singular and plural references.Furthermore, as used herein, the term “by” may also mean “from”,depending on the context. Furthermore, as used herein, the term “if” mayalso mean “when” or “upon,” depending on the context. Furthermore, asused herein, the words “and/or” may refer to and encompass any and allpossible combinations of one or more of the associated listed items.

Various methods and systems have been developed for use in operating thevarious different types of ground transportation vehicles, includingfixed route and variably fixed-route vehicles such as trains and rollercoasters. Hereinafter, references to “starting” a vehicle, or the like,will refer to moving and accelerating the vehicle from a stationaryposition; references to “accelerating” a vehicle, or the like, willrefer to increasing the speed of a moving vehicle in the same directionof motion, and can also include starting a stationary vehicle in motion;references to “stopping” a vehicle, or the like, will refer to slowingor decelerating a non-stationary vehicle toward or to a stationaryposition; and references to “decelerating” a vehicle, or the like, willrefer to decreasing the speed of a moving vehicle, and can also includebringing a moving vehicle toward or near a stationary position. Althoughexample embodiments herein are described with reference to trains and/orrollercoasters, it is to be understood that example embodiments are alsoapplicable to various other forms of ground transportation vehicles,including monorails, streetcars, and non-fixed route vehicles such astrucks and cars.

Examples of systems presently used to start certain groundtransportation vehicles include motor-based systems, such as inductionmotor systems, hydraulic-based systems, flywheel-based systems, andmass-induced-based systems for rollercoasters, such as drop towersystems. Examples of present systems used to decelerate and stop certainground transportation vehicles include friction-based systems, such asbrake pads on the vehicles, skid braking systems, and fin brakingsystems.

As known in the art, induction motor-based systems are generallyoperable to start and accelerate movement of a vehicle by passingcurrent from an energy source on the vehicle through a stator assembly(or conductor) so as to create a magnetic field opposite to an inducedmagnetic field of a corresponding rotor assembly (or reaction plate).During a start operation, a sufficient electric current is passedthrough the stator assembly, and a magnetic field becomes generated orinduced by the stator assembly. The rotor assembly subsequently becomesinduced with current in accordance with Lenz's law, and the rotorassembly is operable to generate an opposing magnetic field to themagnetic field generated by the stator assembly. The opposing magneticfields cooperate to create a repulsive force operable to cause thevehicle to move in a particular direction. In practice, the statorassembly will comprise a plurality of stator elements arranged adjacentto each other so as to cooperatively repel, or “push,” and to startand/or increase the acceleration of the vehicle in a specifieddirection.

Induction motor-based systems have emerged as the system of choice forcertain ground transportation vehicles due to, among other reasons,lower energy consumption, achievable high acceleration, and the abilityto control the start and acceleration of the vehicle by varying thestrength of the magnetic fields, which relates directly to the amount ofcurrent provided to the stator assembly.

In contrast, hydraulic-based start systems are generally known in theart to operate on the general principle of storing energy into one ormore hydraulic accumulators. Each hydraulic accumulator comprises apiston operable to separate hydraulic fluid from a gas, such asnitrogen. In operation, hydraulic fluid is injected from a hydraulicstorage tank into one side of the piston, thereby compressing the otherside comprising the gas. To create acceleration, the highly pressurizedhydraulic fluid is released from the hydraulic accumulators into motorson a large winch. A cable is wound around the winch and attached to acatch car, which is attached to the vehicle, such as a train. Once thevehicle reaches a certain speed, the catch car releases from the vehicleand returns to its original position.

Presently, ground transportation vehicles, such as trains androllercoasters, achieve deceleration and stopping using variousdifferent types of fiction-based braking systems. In general,friction-based systems operate under substantively the same principle asthose used in automobiles, comprising a stationary surface (such as abrake pad in a car) operable to be pressed by the operator against amoving surface (such as a wheel of a car). Friction is then created soas to reduce the relative motion of and/or stop the vehicle. In respectto trains, the braking system is generally mounted on the train itselfin a manner similar to a car, and the brakes are applied directly to thewheels of the train when deceleration or stopping is desired. In respectto rollercoasters, fin brakes are presently the most popular type offriction-based braking system. In general, a fin brake system comprisesa fin on the underside of the rollercoaster vehicle and friction pads onthe rails of the rollercoaster track. To stop the rollercoaster vehicle,the friction pads are operable to squeeze the fin as the vehicle passesby so as to slow down or stop the vehicle. Skid brakes, which werepopular prior to the widespread use of fin brakes and are still used insome rollercoasters today, generally comprise one or more elongatedstrips of material, such as wood, that are positioned near or in betweenthe rails of the track. In operation, to stop an incoming train orrollercoaster, the strips are operable to be pushed upwards so as tomake contact with the underside of the moving vehicle and bring thevehicle to a stop.

A common disadvantage of conventional friction-based braking systems,including those described above, include the variances in brakingperformance and effectiveness, such as those caused when environmentalconditions, such as rain, snow, or heat, are not ideal.

It is recognized herein that the various types of ground transportationvehicles in use today, including those described above, operate onfundamentally distinct underlying systems and methods. Selection fromamong the various different technologies is generally based on therequired or anticipated rates of acceleration/deceleration, top speed,weight/size/quantity of cargo and/or passengers, travel conditions (suchas environmental conditions), elevation changes, etc. Many of thesevehicles, particularly those requiring fast acceleration/deceleration,heavy cargo loads, large number of passengers, and/or steep elevationchanges, require a significant amount of energy to start and acceleratethe vehicle.

Despite recent advances in energy efficiency, including those pertainingto starting a vehicle from a stationary position and accelerating thevehicle, it is recognized herein that certain conventional groundtransportation systems can be operationally improved, and overall energyconsumption can be substantially reduced as a result.

FIGS. 1, 2A-B, 3A-B, 4A-B, and 5-7 depict example embodiments of groundtransportation system 100 comprising ground transportation vehicle 1having one or more magnetic elements (here illustrated as two magneticelements 2A and 2B), at least one magnetic coil assembly 10 fixedlyinstalled in an adjacent and spaced out manner along travel route 50(here illustrated as a plurality of magnetic coil assemblies along railsof a track) at one or more predetermined points (such as a station, atraffic light, an area having a different speed limit, or an area havinga change in elevation), and energy storage assembly 20 comprisingtransformer/rectifier unit 30 and storage unit 40.

Ground transportation vehicle 1 comprises one or more magnetic elements2A and 2B, each of which can comprise one or more strong permanentmagnets, electromagnets, a combination of permanent magnets andelectromagnets, or the like, mounted near or adjacent to a side, such asthe underside, of vehicle 1. In an example embodiment, as illustrated inFIG. 4B, vehicle 1 comprises two magnetic elements 2A and 2B fixedlyarranged in an adjacent and spaced out 3 manner. It is to be understoodthat some example embodiments can comprise more than two magneticelements arranged in one or a plurality of rows. Each of the magneticelements 2A and 2B comprise at least one magnetic element stacked insuch a way that the orientation of the collective stack of magneticelements has either like or opposing poles. In an example embodimentshown in FIG. 4B wherein magnetic coil assemblies 10 are fixedlyinstalled directly under the path of movement of vehicle 1 on route 50,each of the magnetic elements 2A and 2B are mounted on or proximate tothe underside of vehicle 1 and comprise four magnetic elements stackedin such a way that the orientation of the collective stack of magneticelements have opposing poles. It is recognized herein that such aconfiguration has been found to provide for improved energy consumption,efficiency, and recovery (to be described later).

In an example embodiment, each of the magnetic coil assemblies 10comprise a core 11 having a width, of the core 11 comprising material(s)capable of having electromagnetic properties under an electric field, orthe like, and a series of magnetic wire coils 12 wrapped around the core11. Example materials of the magnetic coil assemblies 10 includemagnetic material(s), material(s) capable of having electromagneticproperties under an electric field, highly permeable material(s), rareearth metals such as neodymium, samarium, yttrium, lanthanum,praseodymium, promethium, gadolinium, and dysprosium, aluminum,electrically insulative ferrite, iron, cobalt, nickel, manganese,chromium, and metamaterials. It is to be understood that the aboveexample materials have been presented by way of example only, and arenot limiting. Thus, the breadth and scope of the example embodimentsdescribed herein should not be limited by any of the above-describedmaterials. In an example embodiment, the magnetic coil assemblies 10 arefixedly positioned in a row-like manner in the direction of route 50 andalong route 50, as illustrated in example embodiments of FIGS. 1, 2A-B,4A-B, and 5-7. In this regard, the row of magnetic coil assemblies canbe installed in such a way as to interact with the one or more magneticelements of vehicle 1 (stationary and moving). It is to be understoodthat example embodiments can comprise at least one of such rows ofmagnetic coil assemblies installed in such a way as to interact with theone or more magnetic elements of vehicle 1 (stationary and moving). Insome embodiments, the magnetic coil assemblies 10 can also be fixedlypositioned in the direction of route 50 and on the sides of route 50, asillustrated in FIGS. 3A-B. In such an embodiment, the magnetic elements2A and 2B of vehicle 1 can be correspondingly fixedly positioned on thesides of vehicle 1. In some embodiments, magnetic coil assemblies 10 canalso be fixedly positioned both directly under the path of movement ofvehicle 1 on route 50 and on the sides of route 50 (not illustrated). Insuch an embodiment, the magnetic elements 2A and 2B of vehicle 1 will becorrespondingly fixedly positioned near the underside and/or on thesides of vehicle 1. In an example embodiment, the magnetic elements 2Aand 2B are positioned 3 in such a way that the spacing is equal toapproximately half the width of the core 11, which is recognized hereinto provide for improved energy consumption, efficiency, and recovery (tobe described later).

During a start and/or acceleration operation, energy stored in storageunit 40 is converted by energy storage assembly 20 to kinetic energy forvehicle 1. Specifically, the stored energy “activates” one or moremagnetic coil assemblies 10, including those proximate to stationaryvehicle 1 (under, sides, and/or top of vehicle 1), by supplying electriccurrent to the magnetic wire coils 12 of said one or more magnetic coilassemblies 10. In some embodiments, a transformer/rectifier unit 30 isprovided between the magnetic coil assemblies 10 and the energy storageunit 40. As illustrated in the example embodiment of FIG. 4B, a magneticfield becomes generated by the magnetic coil assemblies 10 as a result.The cores 11 of the activated magnetic coil assemblies 10 direct themagnetic field toward the magnetic elements 2A and 2B of vehicle 1. Itis to be understood herein that the strength and direction of themagnetic field can be varied and/or flipped by, among other ways,varying the strength, impedance/load, and/or direction of the suppliedelectric current. Such can be predetermined/preset, selectable based onthe desired direction of motion of vehicle 1, and/or automaticallydetermined/set based on, among other things, the desired vehiclespeed/acceleration, vehicle weight, known or expected route, known orexpected travel conditions, known or expected elevation changes, etc.Correspondingly, magnetic elements 2A and 2B of vehicle 1 are operableto generate an opposing magnetic field to the magnetic field generatedby the activated magnetic coil assemblies 10. The opposing magneticfields create a repulsive force operable to push vehicle 1 in aspecified direction, thereby transferring energy to vehicle 1 in theform of kinetic energy. In example embodiments, the magnetic fieldgenerated by magnetic elements 2A and 2B of vehicle 1 can bepersistent/continuous (ex, when magnetic elements 2A and 2B arepermanent magnets, always-on electromagnets, or the like) and/orswitchably or variably controllable (ex. when magnetic elements 2A and2B are electromagnets, permanent magnets that can be magneticallyshielded, a combination of electromagnets and permanent magnets, or thelike). The activated magnetic coil assemblies 10 that become positionednear, adjacent or proximate to vehicle 1 (such as under or on the sidesof vehicle 1) as vehicle 1 moves/accelerates forward are operable tocooperatively increase the acceleration of vehicle 1 by converting andtransferring additional energy to vehicle 1.

In example implementations conducted on vehicles, such asrollercoasters, the acceleration and deceleration of the vehicles weremeasured using a portable accelerometer instrument 800, as illustratedin FIG. 8, capable of recording acceleration and time histories.Referring to FIG. 8, the 3-axis accelerometer 801 used for theinstrumentation package was an MMA7361 from Freescale. The operatingvoltage (VCC input 806) of the accelerometer 801 was set to 3.3V tomatch the data logger 803. The G-SEL 804 input of the accelerometer 801,which sets the upper bound of readable accelerations, was set at VCC.The SLEEP input 805, which initiates the accelerometer 801, was also setat VCC. As with most accelerometers, the MMA7361 typically records anegative 1 g from the earth's gravitational field. In this regard, thenegative 1 g signal was used to calibrate the accelerometer 801 anddetermine its initial orientation. The data logger 803, the Logomaticv2, was powered by a 3.3V voltage regulator 802. In a three-channelconfiguration, the maximum sampling rate was 500 Hz and the specifiedsampling rate was 400 Hz. Data from the data logger 803 was stored in amemory (not shown), such as an SD card. The system was calibrated byplacing the system perpendicular to the earth's gravitational field inthe positive and negative x, y, and z directions.

It is recognized herein that the at least one magnetic coil assembly 10,which as described above are adjacently positioned in a spaced manner 3along route 50, can cooperate to achieve high acceleration rates and topspeeds in an energy efficient manner. This is achievable byappropriately selecting system parameters and configurations based on,among other things, required or anticipated rates of acceleration, topspeed, weight/size of cargo, number of passengers, travel conditions(such as environmental conditions), elevation changes, etc. Selectablesystem parameters and configurations can include the number of operablemagnetic elements in the vehicle (an example implementation for varyingthe number of operable magnetic elements may include magneticallyshielding those magnetic elements that are not required, and/or usingelectromagnets), the number of magnetic units in each magnetic element,the collective strength of each magnetic element, the orientation and/orpositioning of the magnetic elements relative to each other, matching ofmagnetic coil impedances to the load impedance of the source (for astart operation, the source is storage unit 40; for a stop operation,which will be described later, the source is also storage unit 40), andchanging of the size of air gaps between the magnetic elements ofvehicle 1 and magnetic coil assemblies 10. It is also recognized hereinthat the start and acceleration of vehicle 1 is effectively a byproductof the conversion and transfer of energy stored in energy storageassembly 20 to kinetic energy for vehicle 1.

In an example embodiment, system 100 is operable to recover energy froma moving vehicle 1 in a deceleration and/or stopping operation. Energyrecovery is achievable by drawing/transferring the kinetic energy ofmoving vehicle 1 using magnetic coil assemblies 10, and converting thekinetic energy using energy storage assembly 20 into energy storableinto storage unit 40. More specifically, as moving vehicle 1 approachesthe at least one magnetic coil assembly 10, the magnetic field of movingmagnetic elements 2A and 2B induces an opposing magnetic field and anelectric current in the first of the at least one magnetic coilassemblies 10, thereby creating a reverse push (push in the oppositedirection of movement of the vehicle) onto vehicle 1 and causing vehicle1 to decelerate. As the decelerated but still moving vehicle 1 continuesto move, the next adjacent magnetic coil assembly 10 also become inducedwith an opposing magnetic field and an electric current, therebycreating additional reverse push onto vehicle 1 and causing vehicle 1 tofurther decelerate. In an example embodiment, this continues forsubsequent adjacent magnetic coil assemblies 10 until the vehicle 1comes to a stop. An electric current is induced/generated by each of theinduced magnetic fields in the at least one magnetic coil assemblies 10in their respective magnetic wire coils 12, and the generated electriccurrent is provided to storage unit 40. In example embodiments, atransformer/rectifier unit 30 is provided between magnetic coilassemblies 10 and energy storage unit 40. It is recognized herein thatthe amount of recoverable energy of an incoming moving vehicle 1 isdirectly related to the speed, acceleration/deceleration, and mass ofvehicle 1 as it approaches the magnetic coil assemblies 10, asrepresented in the following kinetic energy equation:

Kinetic Energy (KE)=½mv ²,  (1)

wherein in represents the mass of vehicle 1 and v represents thevelocity/speed of vehicle 1 when vehicle 1 is proximate to the point ofenergy transfer.

As such, in a deceleration and/or stopping operation, a vehicle 1 suchas a train or rollercoaster 1 approaching a series of magnetic coilassemblies 10 at a high speed can provide for significant energyrecovery, as reflected in the above equation, since the energydrawn/transferred, converted, and recovered will be directly related tothe speed, acceleration/deceleration, and mass of vehicle 1. In asimilar manner, a train carrying very heavy cargo loads approaching aseries of magnetic coil assemblies 10 at even a lower speed can alsoprovide for significant energy recovery and storage, as reflected in theabove equation, since the energy recovery will be directly proportionalto the mass (and speed, acceleration/deceleration) of the vehicle 1.Specifically, the strength/magnitude of the induced magnetic fields andelectric current at the magnetic coil assemblies will be related to theamount of kinetic energy drawable/transferable from the incoming movingvehicle 1.

It is recognized herein that the at least one magnetic coil assemblies10, which as described above are adjacently positioned along route 50,can cooperate to achieve high deceleration rates and quick stopping ofthe moving vehicle 1 so as to maximize energy recovery. This isachievable by appropriately selecting system parameters andconfigurations based on, among other things, required or anticipatedincoming speeds, deceleration rates, weight/size of cargo, number ofpassengers, travel conditions (such as environmental conditions),elevation changes, etc. Selectable system parameters can include thenumber of operable magnetic elements in the vehicle, the number ofmagnetic units in each magnetic element, the collective strength of eachmagnetic element, the orientation and/or positioning of the magneticelements relative to each other, matching of magnetic coil impedances tothe load impedance of the source (for a stop operation, the source isstorage unit 40; for a start operation, the source is storage unit 40),and changing of the size of air gaps between the magnetic elements ofvehicle 1 and magnetic coil assemblies 10.

It is also recognized herein that the deceleration and stopping ofvehicle 1 in example embodiments are not a result of friction, asimplemented in conventional friction-based braking systems. Rather,deceleration and stopping in example embodiments are effectively abyproduct of the transfer and conversion of kinetic energy of movingvehicle 1 to energy storable in energy storage assembly 20. In thisregard, example embodiments are operable to eliminate or substantiallyreduce the undesirable effects inherent in conventional friction-basedbraking systems, such as those caused by environmental conditions, onthe performance and effectiveness of braking. A more significantadvantage of example embodiments over conventional friction-basedbraking systems, however, includes the converting of kinetic energy ofmoving vehicle 1 into storable energy for reuse in starting and/oraccelerating vehicle 1 or any other vehicle.

In example embodiments, a start operation, an acceleration operation, adeceleration operation, and/or a stop operation can be implemented usingthe same system. In further exemplary embodiments, an energy monitoringsystem can be implemented that would provide a graphical illustration tousers and/or administrators of the vehicle system (such as a rollercoaster ride) of the energy being generated, consumed, and/or saved,including the energy saved relative to conventional systems, such asthose incorporating only conventional induction motor-based systems anda pure friction braking system. In this way, the administrator canfine-tune the operation of the system to maximize energy savings, andthe graphical energy displays presented to the users can be used tobuild awareness of the energy savings and to generate enthusiasm foralternative energy sources and efficient systems.

FIG. 5 depicts an example embodiment of a fixed route groundtransportation system 100 formed in a closed-ended manner. System 100 isoperable to perform a start operation, an acceleration operation, adeceleration operation, and/or a stop operation using the same system100.

In operation, the starting and/or accelerating of vehicle 1 of FIG. 5 isachievable by using the energy stored in storage unit 40 to passelectric current through transformer/rectifier unit 30 and onto magneticcoil assemblies 10. A magnetic field is generated by magnetic coilassemblies 10 as a result of the electric current. In an exampleembodiment, the strength and/or direction of the magnetic field areadjustable based on, among other things, the weight of the vehicle,desired speed/acceleration, and/or expected route (such as direction,elevation changes, environmental conditions, etc.). In an exampleembodiment, the magnetic elements 2A and 2B of vehicle 1 are alsoadjustable, moveable, and/or positionable based on, among other things,the weight of the vehicle, desired speed/acceleration, and/or expectedroute (such as direction, elevation changes, environmental conditions,etc.). In an example embodiment, the strength and/or direction of themagnetic field generated by the magnetic coil assemblies 10 and/or themagnetic strength and/or direction of the magnetic field generated bymagnetic elements 2A and 2B are adjustable in such a way that themagnetic fields of magnetic coil assemblies 10 and magnetic elements 2Aand 2B are opposing and may be of approximately the samestrength/magnitude. As described earlier, this opposing magnetic fieldeffectively creates the repulsive force necessary to start and/oraccelerate vehicle 1 in a specific direction.

Upon traversing the route 50 and returning back to the point of origin,the magnetic field generated by magnetic elements 2A and 2B is operableto induce magnetic coil assemblies 10 to generate an opposing magneticfield and an electric current. The opposing magnetic fields are operableto push moving vehicle 1 in the opposite direction of motion, therebycausing deceleration of vehicle 1. Subsequently adjacent magnetic coilassemblies 10 that come under magnetic elements 2A and 2B as vehicle 1continues to move also become induced by the magnetic field of magneticelements 2A and 2B, and also generate opposing magnetic fields (and anelectric current) operable to further decelerate, and eventually stop,vehicle 1. As described above, the induced magnetic fields of themagnetic coil assemblies each generate electric current storable instorage unit 40.

In example embodiments, a secondary or “end-of-line” braking system (notshown), such as an eddy current braking system, a friction-based brakingsystem, or the like, is operable to assist system 100 in bringing asubstantially decelerated vehicle 1 to a quick and complete stop. Theend-of-line braking system can be for use as a secondary/emergency brakeand/or to allow better stopping precision. Such end-of-line brakingsystems can be utilized after incoming vehicle 1 has been substantiallydecelerated by the above example embodiments, that is, when most of thekinetic energy from vehicle 1 has already been recovered.

It is recognized herein that system 100 of FIG. 5 is operable to recovermost or a substantial amount of the energy expended in starting andaccelerating vehicle 1 during the deceleration and stopping operation.Such recovered energy is then available for use in starting andaccelerating vehicle 1 (or other vehicles) in subsequent startoperations.

FIG. 6 depicts an example embodiment of a cooperation of systems 100 and200 along a fixed open-ended route, each system operable to perform astart operation, an acceleration operation, a deceleration operation,and/or a stop operation using the same system. As shown, system 100 isoperable to start and accelerate vehicle 1 in the same manner asdescribed for system 100 of FIG. 5. System 200 is operable to decelerateand stop incoming vehicle 1 in the same manner as described for system100 of FIG. 5. System 200 is also operable to start and acceleratestationary vehicle 1 in the same manner, but opposite direction, asdescribed for system 100 of FIG. 5. As described above, reversing thedirection of travel at system 200 is achievable by reversing thedirection of the magnetic field generated by magnetic coil assemblies10. Reversing the direction of travel can also be achievable in otherways, including adjusting, moving, and/or positioning magnetic elements2A and 2B of vehicle 1. As described earlier, the opposing magneticfields effectively create the repulsive force necessary to start andaccelerate vehicle 1 in the opposite direction and back towards system100.

FIG. 7 depicts an example embodiment of a cooperation of systems 100,300, 400 and 500 along a fixed closed-ended route, each system operableto perform a start operation, an acceleration operation, a decelerationoperation, and/or a stop operation using the same system. As shown,system 100 is operable to start and accelerate vehicle 1 in the samemanner as described for system 100 of FIG. 5. System 300 is operable todecelerate and stop incoming vehicle 1 in the same manner as describedfor system 100 of FIG. 5. System 300 is also operable to start andaccelerate stationary vehicle 1 in the same manner as described forsystem 100 of FIG. 5. Systems 400 and 500 are operable todecelerate/stop and subsequently start/accelerate vehicle in the samemanner as described for system 300. It is recognized herein that systems100, 300, 400 and 500 of FIG. 7 are operable to recover most or asubstantial amount of the energy expended by another system in startingand accelerating vehicle 1. Such recovered energy is then available foruse in starting and/or accelerating vehicle 1 (or other vehicles) insubsequent start operations. It is also recognized that the direction oftravel of vehicle 1 between any of systems 100, 300, 400, and 500 can bereversed in a similar manner as described in system 200 of FIG. 6.

While various embodiments in accordance with the disclosed principleshave been described above, it should be understood that they have beenpresented by way of example only, and are not limiting. Thus, thebreadth and scope of the example embodiments described herein should notbe limited by any of the above-described exemplary embodiments, butshould be defined only in accordance with the claims and theirequivalents issuing from this disclosure. Furthermore, the aboveadvantages and features are provided in described embodiments, but shallnot limit the application of such issued claims to processes andstructures accomplishing any or all of the above advantages.

Words of comparison, measurement, and timing such as “at the time,”“equivalent,” “during,” “complete,” and the like should be understood tomean “substantially at the time,” “substantially equivalent,”“substantially during,” “substantially complete,” etc., where“substantially” means that such comparisons, measurements, and timingsare practicable to accomplish the implicitly or expressly stated desiredresult. Words relating to relative position of elements such as “about,”“near,” “proximate to,” and “adjacent to” shall mean sufficiently closeto have a material effect upon the respective system elementinteractions.

Additionally, the section headings herein are provided for consistencywith the suggestions under 37 C.F.R. 1.77 or otherwise to provideorganizational cues. These headings shall not limit or characterize theinvention(s) set out in any claims that may issue from this disclosure.Specifically, a description of a technology in the “Background” is notto be construed as an admission that technology is prior art to anyinvention(s) in this disclosure. Furthermore, any reference in thisdisclosure to “invention” in the singular should not be used to arguethat there is only a single point of novelty in this disclosure.Multiple inventions may be set forth according to the limitations of themultiple claims issuing from this disclosure, and such claimsaccordingly define the invention(s), and their equivalents, that areprotected thereby. In all instances, the scope of such claims shall beconsidered on their own merits in light of this disclosure, but shouldnot be constrained by the headings herein.

1-31. (canceled)
 32. A ground transportation system for interacting withone or more vehicles, each vehicle comprising a magnetic elementassembly fixedly attached to the vehicle, the magnetic element assemblyhaving an overall magnetic orientation selectively controllable to be inat least a first magnetic orientation and a second magnetic orientationdifferent from the first magnetic orientation, the system comprising: amagnetic coil assembly fixedly positioned near an area traversable bythe vehicle and comprising a core and a magnetic wire coil wrappedaround the core, the magnetic coil assembly having an overall magneticorientation selectively controllable to be in at least a third magneticorientation and a fourth magnetic orientation different form the thirdmagnetic orientation; and an energy storage unit operable to selectivelyrelease energy to and store energy from the magnetic coil assembly;wherein the vehicle is operable to accelerate in a first drive directionwhen: the vehicle is near the magnetic coil assembly, the energy storageunit releases energy to cause the magnetic coil assembly to be in thethird magnetic orientation or the fourth magnetic orientation, and themagnetic element assembly is in the first magnetic orientation while themagnetic coil assembly is in the third magnetic orientation or themagnetic element assembly is in the second magnetic orientation whilethe magnetic coil assembly is in the fourth magnetic orientation;wherein the vehicle is operable to accelerate in a second drivedirection different to the first drive direction when: the vehicle isnear the magnetic coil assembly, the energy storage unit releases energyto cause the magnetic coil assembly to be in the third magneticorientation or the fourth magnetic orientation; and the magnetic elementassembly is in the first magnetic orientation while the magnetic coilassembly is in the fourth magnetic orientation or the magnetic elementassembly is in the second magnetic orientation while the magnetic coilassembly is in the third magnetic orientation; wherein the vehicle isoperable to decelerate in the second drive direction when the vehicle isnear the magnetic coil assembly and the first magnetic orientationcauses the magnetic coil assembly to be in the third magneticorientation or the second magnetic orientation causes the magnetic coilassembly to be in the fourth magnetic orientation, and the energystorage unit storing energy from the magnetic coil assembly, the energygenerated by the deceleration of the vehicle; and wherein the vehicle isoperable to decelerate in the first drive direction when the vehicle isnear the magnetic coil assembly and the second magnetic orientationcauses the magnetic coil assembly to be in the third magneticorientation or the first magnetic orientation causes the magnetic coilassembly to be in the fourth magnetic orientation, and the energystorage unit storing energy from the magnetic coil assembly, the energygenerated by the deceleration of the vehicle.
 33. The system of claim32, further comprising a transformer/rectifier unit in communicationwith the magnetic coil assembly and the energy storage unit.
 34. Thesystem of claim 32, wherein at least one magnetic coil assembly isfixedly positioned in the direction of movement of the vehicle.
 35. Thesystem of claim 32, wherein the magnetic element assembly comprises afirst magnetic element and a second magnetic element arranged adjacentto each other in the direction of movement of the vehicle, the first andsecond magnetic elements oriented with opposing poles.
 36. The system ofclaim 35, wherein the two magnetic elements are spaced apart byapproximately half the width of the core.
 37. The system of claim 32,wherein the first magnetic orientation and the third magneticorientation are operable to create a repulsive force.
 38. The system ofclaim 37, wherein the repulsive force is operable to accelerate thevehicle in the first drive direction when the third magnetic orientationis generated by the release of energy from the energy storage unit. 39.The system of claim 37, wherein the repulsive force is operable todecelerate the vehicle in the first drive direction when a fourthmagnetic field corresponding to the fourth magnetic orientation isgenerated by a first magnetic field corresponding to the first magneticorientation.
 40. The system of claim 32, further comprising anend-of-line braking system.
 41. The system of claim 32, wherein amagnitude of a first magnetic field corresponding to the first magneticorientation is approximately the same magnitude as a magnitude of asecond magnetic field corresponding to the second magnetic orientation.42. A ground transportation system, the system comprising: a vehiclecomprising a magnetic element assembly fixedly attached to the vehicle,the magnetic element assembly having an overall magnetic orientationselectively controllable to be in at least a first magnetic orientationand a second magnetic orientation different from the first magneticorientation; a magnetic coil assembly fixedly positioned near an areatraversable by the vehicle and comprising a core and a magnetic wirecoil wrapped around the core, the magnetic coil assembly having anoverall magnetic orientation selectively controllable to be in at leasta third magnetic orientation and a fourth magnetic orientation differentfrom the third magnetic orientation; and an energy storage unit operableto selectively release energy to and store energy from the magnetic coilassembly; wherein the vehicle is operable to accelerate in a first drivedirection when: the vehicle is near the magnetic coil assembly, theenergy storage unit releases energy to cause the magnetic coil assemblyto be in the third magnetic orientation or the fourth magneticorientation, and the magnetic element assembly is in the first magneticorientation while the magnetic coil assembly is in the third magneticorientation or the magnetic element assembly is in the second magneticorientation while the magnetic coil assembly is in the fourth magneticorientation; wherein the vehicle is operable to accelerate in a seconddrive direction different to the first drive direction when: the vehicleis near the magnetic coil assembly, the energy storage unit releasesenergy to cause the magnetic coil assembly to be in the third magneticorientation or the fourth magnetic orientation; and the magnetic elementassembly is in the first magnetic orientation while the magnetic coilassembly is in the fourth magnetic orientation or the magnetic elementassembly is in the second magnetic orientation while the magnetic coilassembly is in the third magnetic orientation; wherein the vehicle isoperable to decelerate in the second drive direction when the vehicle isnear the magnetic coil assembly and the first magnetic orientationcauses the magnetic coil assembly to be in the third magneticorientation or the second magnetic orientation causes the magnetic coilassembly to be in the fourth magnetic orientation, and the energystorage unit storing energy from the magnetic coil assembly, the energygenerated by the deceleration of the vehicle; and wherein the vehicle isoperable to decelerate in the first drive direction when the vehicle isnear the magnetic coil assembly and the second magnetic orientationcauses the magnetic coil assembly to be in the third magneticorientation or the first magnetic orientation causes the magnetic coilassembly to be in the fourth magnetic orientation, and the energystorage unit storing energy from the magnetic coil assembly, the energygenerated by the deceleration of the vehicle.
 43. The system of claim42, further comprising a transformer/rectifier unit in communicationwith the magnetic coil assembly and the energy storage unit.
 44. Thesystem of claim 42, wherein at least one magnetic coil assembly isfixedly positioned in the direction of movement of the vehicle.
 45. Thesystem of claim 42, wherein the magnetic element assembly comprises afirst magnetic element and a second magnetic element arranged adjacentto each other in the direction of movement of the vehicle, the first andsecond magnetic elements oriented with opposing poles.
 46. The system ofclaim 45, wherein the two magnetic elements are spaced apart byapproximately half the width of the core.
 47. The system of claim 42,wherein the first magnetic orientation and the third magneticorientation are operable to create a repulsive force.
 48. The system ofclaim 47, wherein the repulsive force is operable to accelerate thevehicle in the first drive direction when the third magnetic orientationis generated by the release of energy from the energy storage unit. 49.The system of claim 47, wherein the repulsive force is operable todecelerate the vehicle in the first drive direction when a fourthmagnetic field corresponding to the fourth magnetic orientation isgenerated by a first magnetic field corresponding to the first magneticorientation.
 50. The system of claim 42, wherein a magnitude of a firstmagnetic field corresponding to the first magnetic orientation isapproximately the same magnitude as a magnitude of a second magneticfield corresponding to the second magnetic orientation.
 51. A groundtransportation system, the system comprising: a vehicle comprising amagnetic element assembly fixedly attached to the vehicle, the magneticelement assembly having an overall magnetic orientation selectivelycontrollable to be in at least a first magnetic orientation and a secondmagnetic orientation different from the first magnetic orientation; amagnetic coil assembly fixedly positioned near an area traversable bythe vehicle and comprising a core and a magnetic wire coil wrappedaround the core, the magnetic coil assembly having an overall magneticorientation selectively controllable to be in at least a third magneticorientation and a fourth magnetic orientation different from the thirdmagnetic orientation; and an energy storage unit operable to selectivelyrelease energy to and store energy from the magnetic coil assembly;wherein the vehicle is operable to decelerate in the second drivedirection when the vehicle is near the magnetic coil assembly and thefirst magnetic orientation causes the magnetic coil assembly to be inthe third magnetic orientation or the second magnetic orientation causesthe magnetic coil assembly to be in the fourth magnetic orientation, andthe energy storage unit storing energy from the magnetic coil assembly,the energy generated by the deceleration of the vehicle; and wherein thevehicle is operable to decelerate in the first drive direction when thevehicle is near the magnetic coil assembly and the second magneticorientation causes the magnetic coil assembly to be in the thirdmagnetic orientation or the first magnetic orientation causes themagnetic coil assembly to be in the fourth magnetic orientation, and theenergy storage unit storing energy from the magnetic coil assembly, theenergy generated by the deceleration of the vehicle.